Internal-combustion engine



May 3 1927. N

D. E. ROSS INTERNAL COMBUSTION ENGINE Filed April 13. 1921 a 4 gb FUEL INLET I a Cl \NVENTUR WWW ATTQQNE'YS May 3, 19270 D. E.. ROS$ INTERNAL COMBUSTION ENGINE Filed April 13 1 1 3 SheetsSheet 2 ATTORNEYS wlNvENToR I N &

May 3 1927.

D. E. ROSS INTERNAL COMBUSTION'ENGINE Filed April 13,

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PATENT OFFICE.

DAVID E. ROSS, OF LAFAYETTE, INDIANA.

INTERNAL-COMBUSTION ENGINE.

Application filed April 13, 1921.

This invention is an improvement in internal combustion engines and the principal object of the invention is to produce an engine in which :1 hi eh compression i g nition cylinder of the Diesel type is con'ihined with a low compression working cylinder; compressing air in the compression cylinder to from 600 to 2500 pounds (thereby superheatingr the air far above the ignition point ot any fuel clement) while the ((H'H'PFESSlOIl in the main or Working cylinder can he about 80 pounds or less.

.i-inother object is to introduce fuel into the compression cji linden pre erahly liquid hydrocarl'ion, and mix it with the air and produce a highly compressei'l explosive mix ture which will he ignited by reason of the superheated mixture produced in the compression cylinder, and dischare iul while lnirning into the 'working;- cyln'ider. In

other Words to compress an PILplOSiVQ mixture in the compression cylinder to such a high degree that the temperature thereof will. be far aliore the igniting point of the fuel elen'ient that all the fuel el-en'unts there in will he ignited, and then discharge the mixture, \vhile burning; into the working cylinder at a pressure which will he above the ignition point oi any "fuel in the working: cylinder thereby ii'isurinn ignition ot the mixture in the working; cylinder (it there be any mixture therein) and ennhlingr the usual carimretors and usual ignition devices to he dispensed with; or it carburetor may he used.

to produce the mixture in the low compres sion cylinder. in which case the l'iigrh cone pression cylinder can he employml tor ignition only. liy discharginu such u higz'hly emnpressed superheated burning; mixture into the \vorl-:ingr cylinder 1 insure ahF-zohu'e practical instantaneous ignition and com plete combustion of all the fuel elements in the working cylinder. and olitaiu high etlicienry ot the Working: cylii'ider.

Another oldert oi the invention is to provide a F lll illly oi 't'uel in a pocket or chamher hetwcen the con'ipression cylinder and the working cyliniiler, which is d schin'p ed by and with the compressed highly heated air or inn-nine mixture into the Working cylinder, such, burning mixture picking up and igniting; the fuel in the pocket and dishurn ing' the same burning into the Working: cylinder, thus insuring that every 't'uel eleu'ient shall be ignited and consumed in the working cylinder With resultant; high eiiicienoy.

Serial No. 461,011.

By providing such fuel pocket and dischargingthe fuel therefrom into the Working cylinder any mixture therein will be ignited hy the siniicrheated highly compressed air or mixture passing from the compression cylinder into the Working cylinder. hen thus operated the superhimted compressed air or burning); mixture issuing from the compression cylinder sweeps up and atomizes the fuel in the pocket and discharges it into the working cylinder. In such cases I could dispense with the introduction of fuel from any other source into the Working cylinder} and only use the latter to compress suiticient air to insure the complete oxidization of all the fuel elements discharged into the working" chamber by the highly com pressed heated air or burning mixture passing from the compression chamber into and through the pocket and into the Working cylinder.

l Vith this invention a very high pressure generated in the compression chamber and a very low pressure can he used in the work ing cylinder and in each instance the fuel or air discharged to the working cylinder is superheated tar above the point of ignition oi any fuel elen'ient. tl'ierelore the engine can he operated Without any supplementary ignition devices and without using any carlniretor, thus producing an engine of most eitiijrient. simple and novel construction.

I will explain one practical embodiment of: the invention as illustrated in the accompa'i'iying drawings to enable others to clearly understand and use the invention; but I do not consider the invention restricted to any particular make or construction of engine, and therelm'e reier to the claims for summaries oil the essei'itinls of the invention and novel 'teatuis of construction and combination oi' parts for which iirotection is desired.

In said drawings:

Fig. 1 is a longit'mlinal vertical sectional elevation of a complete engine en'lhodying the invention.

l 2 is a transverse vertical section thereof.

Fig. 3 is an enlarged detail sectional. view shon 'ingr the positions of the parts at the moment oi discharge of the highly com- 'iressed superheated ignition gases from the compression cylinder through the fuel pocket into the nun-king cylinder.

F 4 is a similar view showing the posilie tion of the parts on the intake stroke of the cylinders.

The engine shown in the drawings has a working cylinder 1 in which is a piston 1 connected by a pitman 1 to a crank 2 on the main shaft 2. This working cylinder is provided at its upper end with the usual in-- let and outlet valves 1 and 1, which. may be operated by any suitable mechanism trom the main shaft 2, as indicated in the drawings, but as the particular mechanism for operating the valves forms no part of the present invention it is not necessary to further describe the same herein. The inlet valve 1 controls the inlet or fuel from the passage 1 which may be connected to any suitable fuel supply in the usual manner.

Beside the working cylinder 1 is a compression cylinder 3 in which is a piston 23 connected by a pitinan 3" to a crank or eccentric 2" on the main shaft 2; so arranged that the pistons 3 and 1 are operated in proper times as in a Diesel engine.

The cylinder 3 is provided with an inlet port which is closable by a valve l: having a stem 4; which projects through the head of the cylinder casing and is held normally closed in the example shown by means or a spring 4", but may be opened by means of a lever 46 that is adapted to be depressed at the proper time by suitable means and may be operated simultaneously with and by the same means that operates the inlet. valve 1." of the working cylinder, so as to admit air into the compression cylinder on the down stroke of the piston therein, at the same time that air is admitted into the working cylinder on the down stroke of the piston therein. In the form of construction illustrated the valve stem i has a central air passage 4 which opens to the atmosphere adjacent the upper end of the stem, and has an outlet l in the side of the valve 4;, which outlet is closed when the valve l seated as in Fig. 3.

Fuel (such as kerosene or liquid hydrocarbon) can be admitted into the compression cylinder 3 through a duct 5, the inner end of which preferably opens into the seat of the valve 4 so that the tliuel inlet is also opened and closed by the valve 4-. Thus when the valve 4 is opened the air entering the cylinder from port 4 passes the inlet of duct 5 and the suction tends to draw oil therethrough into the compression cylinder and the air disperses and mixes with the oil in the cylinder. The amount or oil supplied to duct 5 is controlled by an adjustable valve 5 of any suitable type; and oil may be supplied to the valve chamber above duct 5 through an opening 5 connected with any suitable oil supply (not shown).

An explosive mixture of oil and air will be drawn into the compression cylinder 3 on the down stroke oi the piston 3 and on the upstroke of piston 3 this mixture will be compressed to such an extent that the mix ture will be superheated to a temperature far above the igniting point of the fuel. ele ments and the fuel will be ignited and when this highly compressed superheated burning mixture is admitted into the working cylinder it will instantaneously ignite the fuel elements in the working cylinder and insure thorough combustion of the explo, sive mixture in the working cylinder.

Owing to its high compression and super-heat, the air or fuel mixture in the compression cylinder will ignite when discharged into the working cylinder and no auxiliary electrical or hot point ignition devices whatsoever are required, neither is any carburetor required with this method of operation; however I prefer to admit fuel into the working cylinder, as not enough explosive mixture could ordinarily be supplied by the compression cylinder to eii'ectively oper ate the engine under load, although it would operate it it running idle.

Fuel might be supplied to the working cylinder by any ordinary means, but instead of admitting the necessary amount of fuel into the working cylinder I preterably provide a fuel pocket or chamber intermediate the compression cylinder and the working cylinder. As shown a fuel poscket 6 is provided preferably in the engine casting (as indicated in Figs. 1, 3 and 42-.) and fiiel is supplied to this pocket 6 from the chan'iber oi valve 5.

As shown in Figs. 3 and 4:, a valve chamber 7 is provided in the casting above the chamber 6, and. this valve chamber ilormed by an upper member 7, and a lower member 7", which may be screwed into a threaded opening in the castingsee Fig. The members 7, 7" are provided with axial aperill) Tor.

tures or ports and on their opposed il'aces with valve seats respectively adapted to be engaged alternately by a double valve 8 attached to a valve rod 8 which extends upwardly through a sleeve 9 fitted in a bore inv the casting above the valve chamber 7. This sleeve 9 has its lower end reduced leaving an annular chan'iber 9 above the valve chamber 7 adapted to comnmnicate with this chamber when the valve 8 is on the-lower seat. The sleeve 9 may be tapped .into the bore in the casting as indicated so that it can be adjusted so as to regulate the size of the elumiber 9.

The chamber 9 communicati-is with the chamber of valve 5 by means of a d not 6, whichv intersects the passage oi the valve stem l and this stem is annularly grooved as at 5* so that the proper supply of fuel to the clmmber 9 will not be hindered.

The rod 8 extends through. the sleeve 9 and is provided with a collar 8 on its upper end, and a spring 8 interposed between the collar and the upper end of the sleeve 9 and normally holds the rod 8 lifted and the valve 8 seated against the upper seat in part 7 in the valve chamber 7, thus closing communication between the chamber 9 and the valve chamber 7.

The valve rod 8 may be depressed at the proper times by the same devices that depress the valve t. As shown a spring plate 8 connected to the upper end of rod 8 and contacts with the under side of lever 41 so that when the valve l; is opened valve stem 8 will be yieldingly depressed so as to open the upper port in the chamber 7 and close the lower port in this chamber; so that while the valve l is open on the intake stroke oil? the piston 3 oil will flow from the chamber 9 into the valve chamber 7 but cannot pass into the pocket 6. Nhen the valve & closes, valve 8 is raised by the action of the spring 8 and opens the lower port in valve 7 and closes the upper port therein; and in so do ing permits the desired quantity oi-i oil to pass troin the chamber S) into the valve chamber 7 and from the latter chamber into the pocket 6. I

In the example shown the amount of :tuel supplied to pocket (3 can be regulated by adjusting the size of the chaniber T. The pocket 6 can be supplied with the proper amount of fuel by any other suitable means, and the compression cylinder may be supplied with air and oil by any other suitable means and I do not consider the invention limited tothe tiartieular devices :lfor such purposes illustrated in the drawings.

The pocket 6 communicates with the upper end of the working cylinifler by means oi a port (5 and it has a port (i which opens into the compression cylinder 3 at a point which will be below the upper end ot the piston 3 when the latter is in its hiwern'iost position.

The piston L3 is provided with a port 3' which opens through its upper end, and also through its side at such a point that the lower end of this port 3* registers with the port 6 just as the piston reaches the limit of its upper stroke (Fig. 3) so that the highly UOIUPIBSSQCl air or highly compressed mixture in the c-tnnpressimi cylinder 3 will be at that time d ischargged through the ports 23 and (3* into the pocket (3 and thence through port ti into the working cylinder.

lVhen such l'iighly compressed superheated burning n'iixt ure is dischar; 'ed from the conuiression cylinder into the L ocltet it picks up and ignites the fuel. in the pocket and dis charges it under high pressure and at a high temperature and burning into the working cylinder wherein the fuel eleu'ients are all consumed and utilized in c'l'l'ectively operathug the working piston.

"With this construction and method of operation when the parts are properly adjusteifl the working cylinder can be operated under ordinary working conditions withoutother admission of fuel ther'into. Of course if desired additional :tuel may be admitted into the working cylinder by any ordinary means to produce a richer explosive burning therein. The burning mixture therein can be made richer or poorer by varying the amount of fuel supplied to the working cylinder from the pocket.

Operation.

()n the admission or down stroke valve 41: is opened preferably simultaneously with valve 1; and valve 8 is depressed so as to close the lower port of chamber 7 and open the upper port thereo'l. Fuel oil then flows through duct 5 into the compression cylinder 3 and through duct 6 and chamber 9 into the chamber 7, the larger quantity of "fuel. going}; into the chamber 7. At the begii'ining of the compression or up stroke of the pistons valve 41- closes and valve 8 rises opening the lower port in chamber 7 and closing the upper port thereof and the fuel oil in chamber 7 flows into the pocket 6.

During the con'ipression stroke of the pistons the air or mixture is compressed in cylinder 1. by piston l. to a temperature of about 350 degrees F. and the air or mixture is compressed in cylinder 3 by piston 3 until it reaches l, tcnuierature of about 1100 degrees l his intense heat vaporizes a port ion oi the fuel in the coi'npression cylinder and igi'iitcs the vapor near the and oi the compression stroke and causes a burning expansion (when port registers with port ti 'lhc eiqimnding burning gases pass through the ports 5 (3 into pocket (5, and ignite the Fuel in this pocketand spray it through ports 6" into the \VOllilllQ' cylinder l. wherea'll the fuel elements admitted thereinto are ignitcifl and the resultant eX- pansion of the gases drives the piston l on its power stroke.

3y sumiilying extra tucl to the highly (.Ollh resse fl air or .mixture between the com-- pression cylinder and the working cylinder such extra fuel can be atomized, singer-heated and discharged combusting into the working cylinder; and the tuel discharged into the working cylinder being ln-iated tar above the point of ignition and eoinlmstion, insures thorough combustion oli all ot the fuel particles in the working; cylinder. This enables me to operate the worltirm cylinder with. nothing but: air compressed them-Pin on the compr ion stroke; or with. only a very weal: nnxture compressed therein: according to the amount oi? fuel supplied to the pocket. "he amount of superheated fuel. mixture supplied to the working cylinder can be varied according to the an'iounto'l :l'uel supplied to the cylint'ler from the pocket.

In each instance the air and fuel discl'iarpged into the working cylinder from the compression cylinder is superheated Ltar be- Ill! til)

yond the point (if ignitiom and the fuel atoms are ready for instantaneous oxidizationby the air in the working cylinder; and also any fuel elements in the working cylin der will be instantly ignited, and practical ly all the fuel elements in the working cylinder will be sinniltaneously ignited; and the most thorough combustion and consequent most effective and economical operation insured.

An engine constructed and operated as described would be highly efficient, very economical in fuel, does not require any auxiliary ignition devices, such as electrical i9;- niters hot points, etc. and does not necessarily require any carburetor; Such an engine can be operated on very low grades of l'iydrocwrbon oils'and mi ght even be operated with finely powdered: carbonaceous fuel, as the highly compressed superheated air or mixture produced in the compression cylinder being heated far above the i; ition point of the fuel will when discharged into the working cylinder instantaneously ignite all the fuel atoms and insn complete oxidizie tion thereof.

What I claim is:

1. In an internal combustion engine, the combination of a working cylinder; a compression cylinder; a valve to: admitting); a charge into the working cylinder; a valve for admitting air into the compression cyli' der; means for operatingthe second mentioned valve by and with the first mentioned valve; a piston in the C(ililPli-YQlOfi cylinder adapted to compress the air the Pill nn ,il its tenti-peratnre is raised above the ignition point of the fuel; a piston in the working; cylinder adapted to compress the charge therein to a point below the ignition point of the fuel; and means for iilis'ichargring the superheated air from the COllll'Jl'GSSlOH cylinder into the working cylinder.

2, In an engine as set forth in claim 1, said compression cylinder having); a bore; a stem for said second valve extending through the bore; and an air passa e extending tl'irou rh the stem and tern'iinatmg in the side of said valve whereby when the valve is closeijl the air passage will be closed.

3. In an engine as set forth in claim 1 rsaid means for operating the second mentioned valve, comprising' a depressible lever GllQjllI- ing the stem of said second valve, and connections between the stem of said first mentioned *alve and said lever whereby both valves will. be operated simultaneonsly.

l. in an internal combustion engine, the con'ibination of a working cylinder, a coinn'ession cylinder; a valve for admitting air into the working cylinder on the intake stroke thereof; a valve for adn'iittinir air into the compre sion cylinder on the intake stroke thereof; means for oi'ieratii'ig the second mentioned va'l-ve by and with the first valve; a piston in the compression cylinder adapted to compress the air therein until its ten'iperature is raised above the ignition point of the fuel; a piston in the Working cylinder adapted to compress the air there in to a point below the ignition point of the fuel; means for providing a liquid fuel charge intermediate the cylinders; and means for discharging the superheated air from the compression cylinder through the charge and into the working cylinder.

ii. in an engine as set forth in claim. 4, said coimn'essnm cylinder having a bore; a, stem for said second valve extending through the bore; and an air passage extending through the stem communicating with the atmosphere and terminating in the side of said valve, whereby when the valve is closed the air passage will be closed.

It in an engine as set forth in claim 4; said means for operating the second men tioned valve comprising a deprcssible lever en nine the stem of said second valve, and

i-(mnections-i between the stem of said first menticnial valve and said lever. whereby.

valve seats; means for feeding fuel into the bore a diacent the valve seats: and means for opcratii said last mentioned valve.

8. in an engine as set forth in claim 4!, said fuel providing mea 11s comprising a duct connectingjg said cylinders; a fuel pocket in said d act; a bore in the engine casing con-n mnniratinn; with said fuel pocket; a sleeve adius-wtahly mounted in said bore; a valve stem mounted in said sleeve; a pair (of spacial opposed valve seats in the bore adja cent the fuel pocket; a double valve mounted upon the stem inti-n'n'icdiate the valve rats: a feed duct communicating with the fuel chan'iliirr; and means for operating said last mentioned valve,

9. in an internal combustion engine, the comhinatiim of a working cylinder, a compression cylinder; a valve for admitting air into the working cylinder on the intake stroke thereof; a valve for admitting air into the compressioi'i cylinder on the intake stroke thereof; a piston in the compression cylinder adapted to com press the air therein until its ten'iperatnre is raised above the ignition point of the fuel; a piston in the working cylinder adapted to compress the air therein to a point below the ignition point of the fuel; a duct connecting said cylinders, a fuel pocket in said duct; a bore extending through the engine casing and hair of spaced opposed valve seats in the communicating with said pocket; a valve stem in said here; a pair 0t spaeed op iioseil valve seats in the here ndjueent the pocket; :1 double valve on the stern iutorniedinto lhe seats; menus ("or feeding fuel into the here; means for operating the double valve hy and with the first uieutioni-rd valve; unci means for rliseliarggiilg the superheated air from the (ZODIPHEFSlOU cylinder through the fuel pocket and into the min-king evlinder on the firing; stroke.

l0. In an engine as set forth in eluiui 9; said n'ieans for operating the deuhle rnlve COHIPI'lSlHQ u depresslhle lever engaging the stem of said second valve, 21nd connections between the stem oi said first .n'ientioned nlve and said lever, whereby hoth valves will be operated sin'iultiineously.

11. In an engine as set :lorth in claim 5), means :for regulating the amount of fuel supplied to said pocket, comprising: u sleeve m'ljustahly mounted in the here; and said double valve stem extending through said sleeve.

12. In. an engine as set forth in claim i; said. compression cylinder have a valve seat therein for said second valve and having a, here therein re isiering with said seat; a, stem tor said valve extending through the here; an air peuszure extending through the elem and teru'iiuuting in the side of said valve; 2i fuel durt opening into the valve seat; \vl'ierehy when the valve is closed the supply of ui' and fuel will he cut oli.

1:3. in :in engine as set forth in claim 4-, said roiupres cylinder having a valve Feet tlierein for said second valve; and havg :1 here re, 'istrring with said seat; a stem i r suid valve extending throrugh the here; air pus. 5e extending; through the stern nul ennuiurn rnting with the atmosphere, the inner end. of said passage terminating in the Plhil} of: said second valve; :1 fuel duct opening; into the valve seat; n'ieans for conl'l'fllililil the znnount of fuel. pressing through 2 id duet; the inner end ot the fuel duct hi inn" ddjurent the inner end of the air passage, whereby when the valve is opened the air will siprziy the fuel into the cylinder.

In testin'iony that I claim the foregoing as 1H), own, I aliix my signature.

DAVID E. ROSS. 

